Car truck



Dec. 28, 1293-7. w. s. DIETRICH CIAR TRUCK Filed March 22, 1935 7 Sheets-Sheet 1 Dec; 28, 1937. w. s. DIETRICH 2,103,713

cm TRUCK Filed March 22, 1935 7 Sfieets-Shet s /INVENTO R Dec. 28, 1937. w. s. DIETRICH CAR TRUCK Filed Marbh 22, 1955 7 Sheets-Sheet 4 INVY%vOR Dec. 28, 1937. w. s. DIETRICH C'AR TRUCK Filed March 22, 1935 7' Sheets-Sheet 5 Dec. 28, 1937. w. s. DIETRICH CAR TRUCK Filed March 22, 1935 7 Sheets-Sheet 6 liq. 10.

WMm/i Maw;

Dec. 28, 1937. w. s. DIETRICH CAR TRUCK Filed March 22, 1955 7 Sheets-Sheet 7 W. E %Ww Patented Dec. 28, 1937 UNITED STATES PATENT OFFICE can moon. William s. Dietrich, Greenville. Pa. Application March 22, 1935, Serial No. 12,418

' 4 Claims. (Cl. 105-169) Another object of my invention is to provide means whereby the said pivotal movement will be automatically imparted to said wheels when entering curves, so that the truck and its wheels at each side of the truck will tend to follow an arcuate path of travel corresponding approximately to the arcuate contour or curve of-the track rail, whereby slippage of the wheels on the rails is substantially eliminated,and the.

friction of the wheel flanges against the sides of the rails is materially reduced. H

Still another object of my invention is to provide an improved spring arrangement of supporting springs for car trucks.

. 'A further object of my invention is to provide a truck frame of generally simplified and improvedform, and of greater rigidity than various 1 types of frames heretofore employed. Y

- The arrangement hereinafter described has the further advantage "of enabling the cars to pass.

around curves of shorter radius than in the case of cars of the standard type. In cars of later types wherein special efiorts are made to reduce weight, the trucks have been I shortened greatly. Such shortening of the trucks,

while reducing the weight and enabling the cars to'pass around curves of shorter radius with greater safety than in the case of longer trucks, have a tendency to shimmy or oscillate about 3 their center pins'in such manner that there is not only danger of derailing, but excessive vibra tion to the car body.

'In the accompanying drawings, Figure l is a plan view of a car truck; Fig. 2 is a view taken on the line 11-11 of Fig. 1; Fig. 3 is an end view of the truck partially in section; Fig. 4 is a view taken on the line IV'-IV of Fig. 2; Fig. 5 is a sectional plan view showing a modificationot 45 the structure of Fig. 1; Fig. 6 is a side view thereof, partly in section; .Fig. 7- is a view of somewhat schematic form,"showing the use of the invention in connection with cars which have only four wheels;

50 taken on the line VIII-VIII of Fig. '7; Fig. 9

is a side view 'of a portion of the structure of I Fig. 8, partly in section; Fig-1,0 is a plan view showing a modified form or truck frame; Fig. 11 is a view partially in side elevation and partially M in sehtion; \Fig. 1215 a viewiniside elevation,

so that the sideframes 1, together with the truck Fig. .8 is an enlarged view,.

I but with twoof the wheels removed, showing 2 modified form of truck frame and spring arrangement; Fig. 13 is an end viewthereoif, partially in section, and Fig. 14 is a fragmentary each have vertically-spaced extensions 9 at both ends.

Cross beams or end beams Ill are dis posed between the extensions 9 of the side frames, and are of yoke-like form at their ends to receive pivot pins II 'for spindles l2. The spindles 12 have stub shaft or axle extensions I3 for -the car wheels l4. Thrust bearings l5 are provided for the spindles l2 and suitable roller bearings I0 (Fig. 3) are provided for the 20 wheels l4. It will thus be seengthat not only can each wheel rotate on its axle H, but it can have swiveling orpivotal movement, about its pivot pinl'l.

The cross beams in are of I-beam or H form in cross-section, as shown more'clearly in Fig. 2, and the flanges of the beams are provided with holes for the reception of guide pins l8, which are shouldered at their upper ends to support 30 the side frames I, and are also shouldered intermediate their ends to provide seats for cushioning springs I9.- The lower ends of the' springs rest upon the bottom flanges of the beams in,

bolster 8 are yieldably supported upon said cross beams. The guide pins further serve to hold the cross beams l0 against tilting or rocking about their longitudinal axes.

Side bearings 22 are positioned on the truck bolster 8 for engagement in the usual manner; by the body bolster 6 when the car tilts and a there isswivelling movement about the center pin23.

Each of the spindles l2, at one end of the vframe, has two pairs of arms orextensions 25 and 26 rigidly secured thereto, and th spindles at the other end of "the truck have pairs of arms 21 and 28 rigidly connected thereto. The extensionsfi have pivotal connection with a link 30, and the arms 26 aresimilarly connected to a link 32. Therefore, when the flange of onev of the wheels enters into thrust engagementwith the side of a rail head, on a curve; the wheel and its spindle will be rocked about their v tical axis at H, and such movement will be transmitted through connecting links ill and I:

tothe other wheel at that end r the truck frame. Similarly, the arms 2 are connected by a link 34 and the arms 28 connected bya'link 35.

Movement of the wheels at one'end of the truck frame about their vertical axes is trans? mitted to the wheels at the other end ofthe frame, through a lever 31 that is pivotally connected at 38 to a bracket extension 39a which is rigidly connected to an end beam 10. One end of the lever 3 -is-pivota1ly connected at I9 to the link 34 and'the other end of the lever is pivotally connected at 4! to the link 32.

It will thus be seen that if the wheels at either end of the truck frame are rocked about their vertical axes, the lever 31 will be rocked about its fulcrum It to transmit pivotal movement in the opposite direction to the other pair of wheels. Thins, if the pair of wheels at' one end of the truck are moved in a clockwise direction about their pivots II, the wheels at the opposite end 'of the truck are rocked in a counter-clockwise laterally on the rail heads, as would be the case I if they were r i y connected to the truck frame. The flanges will remain at right angles to the radius'of even sharp curves at all times.

As a result of shifting the truck wheels to an angular position relative to the longitudinal center of the truck frame, the car truck, in eflect, rolls into and around the curve, with consequent lessening of friction and slippage between the wheels and the rails. In the usual truckconstruction where the wheels are rigidly maintained inparallelism with the longitudinal center of the truck frame, the trailingpair of wheels of the truck are slid acres the rail heads as the leading P ir of wheels enter the curve, since the entire truck is turned about the center pm. In effectthen, the car wheels slide upon the rails during negotiation of the curve, since the wheels are not moved into coincidence with the arc of the curve.

theradius of the curve must be thecenter-to-center rigid wheel car truck, else excessive binding between wheel flanges and rail head would occur. In applicant's stmcture.

suchlimitationofradius ofcurvatureisnot imposed, since the wheels are automatically turned on theirverticfl axes to positions approximately of the curve regard- 15 otthetruck. tracks,

: d on curves of short radius, if desired.

Furthermore, the connecting lever 31 serves to effect p oper alignment of the truck wheels when they leave a curvedsection of the track'and enter ,astraight sectlonthereof, sinceiftheleverwere not employedthewheelswould havesuchidling movement abouttheir vertical axis that the =flangeorcertahroi'thesvheelsmightcontinueto have great frictional engagement with the rails. afterleavingacm-ve.

Buehdangerisreducedbyreasonofthefact extremely that if the flange of a leading wheel continues to bear with great force against a rail, the flange 'of the diagonally opposite trailing wheel will similarly engage the opposite rail. The result is that the flange pressures on the two wheels will supplement one another to .restore all of the wheels to straight-ahead position.

Various arrangements of brake-rigging may be employed, but in the case of short trucks, I prefer to further provide brake beams at the extreme ends of the trucks instead of between the wheels. Brake beams 43 and 44 are mounted on hangers 45 and'46, respectively, in a manner common in the art. Thesehan'gers are carried by extensions 41 and 48 that are carried by the side frames 1. A strut or link 50 is connected at one end to one of the beams l0, and at its other end has connection with a brake lever 5| that has pivotal connection with the strut 52 of the brake beam 43. A link 53 is connected to a lower end of the lever' 5|, and to a brake lever 54 which has connection with the beam 44 through a strut 55. The lever 54 has connection with a link It that is in turn connected toa lever 51 which is. pivotally mounted on the other end beam 10.

A pull rod 58 is connected to the other end of the lever 51, and will be operated in any wellknow'nmanner to apply and release the brakes.

In Figs. 5 and 6, I show an arrangement whereby cushioning springs 60 which correspond to the springs IQ of Figs.2 and'3 are set closer to the wheels, so as to reduce range of swaying movement of the car body, and therefore make for greater stability. Also, being positioned at the front and rear sides of each spindle, they eifect better distribution of the weight and lessen twisting or tilting stresses on the spindles.

In this arrangement, the cross beams 6| cor-. respond tothe beams Ill-of Figs. 1 and 2, which have pockets or boxes formed in their outer ends on the bottoms of which the springs 60 rest. The boxes' carry pivot pins 62 which support spindles 63, as in the manner of the pins II and spindles I! of Fig. 3, the wheels 64 being mounted on shaft-like extensions 65 of the spindles.

Side frames 66 have riveted thereto a truck bolster 61. which carries a center plate 68 for the usual body bolster, as in Figs. 1 and 4. The side frames are provided with sleeve portions 10 that rest upon spring seats I l. The sleeves I0 extend through openings in the upper sides of the spring boxes, ;and thus prevent shifting of the side frames relative to the cross beams 6|. V.

The side frames 66 at their ends are provided with downwardly-extending portions I2, and at a midpoint, with extensions 13. These extensions I2 and I3 cooperate with the adjacent faces of the cross-beam boxes to serve as guides which, while permitting vertical movement of the side frames relative to the cross beams I, will also prevent tilting of the cross beams about their longitudinal axes.

The pairs of wheels are respectively connected by links 15 and 16 that have connections through arms 11 and 18, respectively, which are secured to the spindles 83. The wheels of each pair can swivel about their pivot pins 62, to follow the contour of curves, and motion of each wheel is transmitted through its link 18 or II as the case may be, to its associated wheel. I

One distinction in this link and pivot arrangement of the truck of Fig. 5, as shown in Figs. -1 to 4', resides in the fact that in Flg'. 5, the leading pair of wheels when first enga ing the curve, will be swung about their pivots without disturbing 7 pass around curves.-

*with a bottom plateor box end of the cross mechanism as hereinbefore described. The use of the invention in the last-named manner would be particularly advantageous because of difflculty in enabling cars of the type referred to, to safely The car body is provided I bolster 80, to which are secured a pair of depending U-shaped side frames 8|. A cross beam 82 has box ends that contain springs 83'. A pivot pin 84 is mounted in each beam and carries a'spindle 85 which support a wheel 86.

The side frames 8| carry tubular extensions 88 that are supported on the springs 83, through the medium of spring-seating blocks 89. The extensions, project through the upper walls of they spring housings to prevent shifting of the beam 82 cross-wise of the car body. The downturned ends 90 of the side frames 8| engage the vertical sides of the spring pockets-to serve as guides and to prevent tilting of the cross beams 82.

The spindles 85 are connected by a link 92, so that pivotal movement of one wheel on its pin 84 will be transmitted to the other wheel. Means are provided for aligning the wheels in straightahead position, when they leave a curve, such means consisting of centering springs 93 disposed at opposite sides p11 a bracket 94 that is secured to the cross beam '82, and abuttingagainst ten; sioning nuts 95 which are adjus'tably mounted on the link 92 and serve as adjustable spring seats.

Referring to Figs. 10 and 11, certain of the parts are of the same general arrangement as the parts shown in Figs. and 6, in that spring boxes and cross beams- I00 support spindles IOI that have axle-like extensions upon which the 1 wheels turn. Each pair of spindles I 0| is con nected through their arm-like extensions I02, by a link I03.

An important feature of distinction in Figs. and 1.1 over the structure of Figs. 5 and 6 resides in the provision of a truck frame member I04, of X-form, and which may consist entirely or mainly of a single forging or be cast. A center bear- 'ing plate I04a is formed on the mid. portion of the frame I04, and the frame has an arm I05 extending to each wheel mounting.

Dependingflanges I00 and I01 are provided on the end of each arm I05, and these arms embrace spring boxes or housings I08 that are carried'b'y the ends of the cross beams I00, and serve as guides during vertical movement of the truck frame I04 relative to the wheels, and to support the spring boxes and the beams I00 against tilting movement. A brace/bar I09 is welded or otherwise secured at ends to the legs I01 of the truck frame- I so as to stiffen and strengthen these parts of the frame. Web-plates I09a .can be welded to the downturned flanges ,spring boxes I08, and

of the frame I04 to further strengthen the same at variousdesired points. The springs H0 are contained within the the arms I05 of the truck frame are supported on-these springs through the medium of guides III that extend through the upper sides ofthe spring'boxes and rest upon spring seats 2. The guide members III may be cast or forged integrally with the frame I04 or welded to the arms I05. a

, From the foregoing, it will be seen that the frame member I04 not only serves as a truck bolster and constitutes the main portion of the truck frame, but gives the truck structure great rigidity against stresses which may be imposed thereon in various directions.

In Figs. 12, 13 and 14, the spindles and wheels are mounted in spindle housings II3 carried on the end of cross beams H4, and have link connections substantially as in Figs. 5 and 6. However, in this form of structure, pairs of leaf springsl I5 and H0 serve not .only as cushioning springs, but also as side frames. The springs are of the elongated type, and the longest leaf of the springs H5 are curled to form eyes at their ends and are connected by pins or bolts I II that extend through flanges or wings II8 that are formed on the spindle housings II3. Similarly, the lowermost leaves of springs'II6 have their ends curled for connection with bolts II9 that are carried by downwardly-extending portions of the housings 3. Each pair of springs are secured together by a sleeve I which is shrunk around the mid portion thereof.

A truck bolster IZI has a center bearing I22 at its mid portion, and atits ends has enlargements I23 and I24 that serve as spring seats. Bolts I25 and I26 are employed for securing the springs to the truck bolster.

From the foregoing, it will be seen that the truck is of greatly reduced weight, and that a fewer number of parts are required than in the case of standard types of railway trucks.

I claim as my invention:-

1. The combination with a truck having two pairs of wheels, of a cross beam disposed between the wheels of each pair, a spindle mounted on each end of the beams, for oscillation'abouta vertical axis, an axle carried by each spindle, for the adjacent wheel, a truck frame havingportions extending to the sides of the. truck, frame supporting springs interposed between said portions and the said cross beams, the springs and the spindles at each side of the truck being disposed in a common vertical plane, and the springs being arranged in pairs, with one spring in front of and one behind each spindle, and

guide members for holding the cross beams in said portions and the said housings, and guide members extending downwardly from the truck frame along the front and rear sides of the said housings.

3. The combination with'a truck having two pairs of wheels, of a cross beam disposed between the wheels of each pair and each having a housing formed on its ends, a spindle mounted in each housing for oscillation about a vertical axis, an axle carried by each spindle, for the adjacent wheel, a truck frame having portions extending into positions above said housings, frame-supporting springs interposed between said portions and the said housings. and guide members extending downwardly mm the truck frame along the front and rear sides of the said housings,

the springs being. arranged in pairs within each housing, with one spring in front oi and one behind each spindle. I

4. The combination with a truck having two pairs of wheels, of a cross beam disposed between the wheels of each pair, a spindle mounted on each endof the beam for oscillation about a vertical axis, an axle carried by each 'spindle, for the adjacent wheel, diagonally arranged truck frame members each extending from a point moans I I adjacent tothe center of the with apoint adjacent to one of the spindles, the said frame members having rigid relationship with one another, frame supporting springs interposed between said frame members and the cross beam at each side. of thetruck, the springs and the spindle at each side of the truck being disposed in a common vertical plane, and guide members.

W- 8. DIE'I'RICH. 

